Vehicle control system

ABSTRACT

Provided is a vehicle control system capable of securing stability even in the event of a collision with a travel-path defining line such as a guardrail. The invention recognizes the travel-path defining line of a travel path from information about an area in a traveling direction of an ego vehicle, recognizes a traveling-direction virtual line extending from the ego vehicle in the traveling direction, and imparts a yaw moment control amount so that a formed angle between the traveling-direction virtual line and the travel-path defining line decreases after the ego vehicle collides with the travel-path defining line.

TECHNICAL FIELD

The invention relates to a vehicle control system configured to recognize a travel environment in which a vehicle travels, and provide drive assist.

BACKGROUND ART

Patent Document 1 discloses the technology of detecting a guardrail by means of a camera to avoid contact with the guardrail, and generating yaw moment in an ego vehicle when the vehicle and the guardrail are in predetermined positional relationship.

CITATION LIST Patent Document

Patent Document 1: Japanese Unexamined Patent Application Publication (Kokai) No. 2012-84038

SUMMARY OF INVENTION Technical Problem

It has been difficult to secure the stability of vehicle behavior by using the conventional technology mentioned above.

It is an object of the invention to provide a vehicle control system capable of securing stability even in a situation where the vehicle collides with a travel-path defining line such as a guardrail.

Solution to Problem

To accomplish the above object, the invention recognizes the travel-path defining line of a travel path from information about an area in the traveling direction of the ego vehicle and imparts yaw moment control amount to reduce a formed angle between a traveling-direction virtual line and a travel-path defining line after the ego vehicle collides with the travel-path defining line.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a schematic configuration view showing a vehicle control system of an Embodiment 1.

FIG. 2 is a control block diagram of an electronic control unit of the Embodiment 1.

FIG. 3 is a block diagram showing a configuration of a travel environment recognition system of the Embodiment 1.

FIG. 4 is a flowchart showing image processing in the travel environment recognition system of the Embodiment 1.

FIG. 5 is a diagrammatic illustration schematically showing a road embankment with steep slope areas.

FIG. 6 is an image taken schematically showing a screen image of a road embankment with steep slope areas, which is taken from an ego vehicle.

FIG. 7 is a schematic view showing characteristic points captured in an image at the same time when the image of an actual road is taken.

FIG. 8 is a schematic view showing image-data overlay processing in the Embodiment 1.

FIG. 9 is a pattern diagram showing a result of recognition obtained by taking an image of a road embankment, in a direction across the road.

FIG. 10 is a diagrammatic illustration schematically showing a road embankment with moderate slope areas.

FIG. 11 is an image schematically showing a screen image of a road embankment with moderate slope areas, which is taken from the ego vehicle.

FIG. 12 is a pattern diagram showing a result of recognition obtained by taking an image of a road embankment, in a direction across the road.

FIG. 13 is a flowchart showing processing for judging whether vehicle attitude stabilizing control is necessary, which is executed by the electronic control unit of the Embodiment 1.

FIG. 14 is a pattern diagram showing the ego vehicle turning toward a travel-path defining line.

FIG. 15 is a pattern diagram showing the ego vehicle traveling on a curved roadway and turning in a direction away from the travel-path defining line.

FIG. 16 is a flowchart showing vehicle attitude stabilizing control processing of the Embodiment 1.

FIG. 17 is a flowchart showing the vehicle attitude stabilizing control processing of the Embodiment 1.

FIG. 18 is a pattern diagram showing relationship between an evaluation function Ho(t) and a predetermined value δ according to the Embodiment 1.

FIG. 19 is a schematic explanatory view showing relationship of braking forces applied to suppress the turn of the vehicle when the vehicle is turning at a predetermined or higher vehicle speed according to the Embodiment 1.

FIG. 20 is a timeline chart of a situation where the vehicle attitude stabilizing control processing is executed on a straight roadway according to the Embodiment 1.

FIG. 21 is a timeline chart showing an operation of the vehicle attitude stabilizing control processing which is executed on a curved roadway at a predetermined or higher vehicle speed according to the Embodiment 1.

FIG. 22 is a flowchart showing contents of collision control according to the Embodiment 1.

FIG. 23 is a flowchart showing contents of automatic steering control processing which is executed during the collision control of the Embodiment 1.

FIG. 24 is a map showing relative positions of the collision control and vehicle attitude stabilizing control of the Embodiment 1 and conventional lane keeping control.

DESCRIPTION OF EMBODIMENTS Embodiment 1

FIG. 1 is a schematic configuration view showing a vehicle control system of an Embodiment 1.

A vehicle of the Embodiment 1 includes a travel environment recognition system 1, an electrically-assisted power steering 2, a hydraulic brake unit 3, a brake booster 4, a steering wheel 5, a front left wheel 6, a front right wheel 7, a rear left wheel 8, a rear right wheel 9, an electronic control unit 10, and a vehicle motion detector 11.

The travel environment recognition system 1 takes an image of a view ahead of an ego vehicle by using stereo cameras 310 a and 310 b placed in a substantially middle position in the vicinity of a rearview mirror located in an upper front portion in an interior of the ego vehicle, and creates travel environment data.

The electrically-assisted power steering 2 calculates an assist torque on the basis of a command according to a driver steering torque and a steering angle or steering angle speed of the steering wheel 5, assists the steering torque by means of an electric motor, and turns the front right and left wheels 6 and 7. The electrically-assisted power steering 2 further executes steering-torque assist control which applies yaw moment to a vehicle through after-mentioned vehicle attitude stabilizing control. It is possible to employ a steer-by-wire system capable of turning the front right and left wheels 6 and 7 independently of a driver's steering wheel operation. There is no particular limitation.

The hydraulic brake unit 3 independently controls wheel-cylinder pressure which applies a braking torque to the four wheels according to a driver's brake operation force or a state of the vehicle. The hydraulic brake unit 3 may be a VDC unit which carries out vehicle behavior control, such as vehicle dynamics control and vehicle stability control, which are conventional controls. Alternatively, the hydraulic brake unit 3 may be a unique hydraulic unit. There is no particular limitation.

The brake booster 4 is a booster which boosts a driver's brake pedal force with respect to a piston in a master cylinder, which is activated by the brake pedal, and thus electrically assists a stroke force of the piston. Master-cylinder pressure is generated by the force boosted by the brake booster 4, and outputted to the hydraulic brake unit 3. The brake booster 4 does not have to be configured to electrically assist the force, and may be a negative-pressure booster using negative pressure of an engine. There is no particular limitation.

The vehicle motion detector 11 detects the speed of vehicle (vehicle speed), longitudinal acceleration, lateral acceleration, yaw rate, steering angle, steering torque, and the like.

The electronic control unit 10 controls the travel environment recognition system 1, the electrically-assisted power steering 2, and the hydraulic brake unit 3 in accordance with detection values of the vehicle motion detector 11. When a travel-path defining line which defines a travel path on a road recognized from an image taken by the travel environment recognition system 1 and a traveling direction of the ego vehicle (traveling-direction virtual line extending from the ego vehicle in the traveling direction, for example) intersect with each other, the electronic control unit 10 activates the electrically-assisted power steering 2 and/or the hydraulic brake unit 3, and applies the yaw moment and/or deceleration to the vehicle, to thereby carry out the vehicle attitude stabilizing control so that the traveling direction of the vehicle and a traffic lane are parallel to each other. The “travel-path defining line” here means a center line, a traffic lane line if white lines are recognized, a line connecting positions where guardrails are installed if guardrails are recognized, a line or the like indicating a boundary between a flat area and a slope area of a road embankment (hereinafter, also simply referred to as a “road edge”). The vehicle attitude stabilizing control will be later described in details.

If driven by the driver's brake operation force, the hydraulic brake unit 3 applies equal braking forces to the front right and left wheels 6 and 7 and to the rear right and left wheels 8 and 9. According to the vehicle attitude stabilizing control, right and left braking forces are generated while the braking forces are differentiated between the front right and left wheels 6 and 7 and between the rear right and left wheels 8 and 9, to thereby apply the yaw moment to the vehicle.

(Vehicle Attitude Stabilizing Control System)

FIG. 2 is a control block diagram of an electronic control unit 10 of the Embodiment 1. The electronic control unit 10 includes a departure-tendency calculating unit 20 and a vehicle attitude stabilizing control unit 21. The departure-tendency calculating unit 20 calculates a lane departure tendency of a vehicle. The vehicle attitude stabilizing control unit 21 activates the electrically-assisted power steering 2 and/or the hydraulic brake unit 3 when the departure-tendency calculating unit 20 detects the departure tendency of the vehicle from the driving lane. The vehicle attitude stabilizing control unit 21 thus applies a yaw moment and/or deceleration to the vehicle to suppress the departure tendency. The vehicle attitude stabilizing control unit 21 makes the ego vehicle parallel to the travel-path defining line in accordance with the traveling-direction virtual line extending from the ego vehicle in the traveling direction, an angle formed by the traveling-direction virtual line and a virtual travel-path defining line which is in a direction of tangent to the travel-path defining line, at a position where the traveling-direction virtual line and the travel-path defining line intersect (hereinafter, referred to as a “formed angle θ”. See FIGS. 14 and 15), and a turning state of the ego vehicle.

The departure-tendency calculating unit 20 includes a travel-path defining line recognition unit (road-edge line recognition unit) 22, a vehicle's current position recognition unit 23, an intersect time calculation unit 24, a virtual travel-path defining line calculation unit (virtual road-edge line recognition unit) 25, and an activation necessity judgment unit 26.

The travel-path defining line recognition unit 22 recognizes boundary lines (including a center line) of road edges existing on right and left sides of a traffic lane on which the ego vehicle travels, which include white lines, guardrails and curbs, from an image of a view ahead of the ego vehicle, which is taken by the travel environment recognition system 1.

The vehicle's current position recognition unit 23 recognizes a current position of a vehicle, which is a forward end of the vehicle as viewed in a traveling direction of the ego vehicle, and also recognizes the traveling-direction virtual line from the vehicle's current position in the traveling direction of the ego vehicle. The current position of the vehicle may be a substantially central position of the ego vehicle, instead of the forward end of the vehicle as viewed in the traveling direction. If the ego-vehicle traveling direction (traveling-direction virtual line) intersects with a travel-path defining line on the right, a right forward position of the ego vehicle may be the current position of the vehicle. If the ego-vehicle traveling direction intersects with a travel-path defining line on the left, a left forward position of the ego vehicle may be the current position of the vehicle. The current position of the vehicle may also be set at a position located with leeway as compared to the position of the actual end of the vehicle. There is no particular limitation.

The intersect time calculation unit 24 computes an intersect time, namely, a time period in which the ego vehicle travels at current speed from the vehicle's current position to an intersection of the traveling-direction virtual line and the travel-path defining line.

The virtual travel-path defining line calculation unit 25 calculates the virtual travel-path defining line which is in the direction of tangent to the travel-path defining line at the intersection of the travel-path defining line and the traveling-direction virtual line. If there are a plurality of intersections of the travel-path defining line and the traveling-direction virtual line in the traveling direction of the ego vehicle, the virtual travel-path defining line calculation unit 25 calculates the virtual travel-path defining line which is in the direction of tangent at an intersection point closest to the ego vehicle.

The activation necessity judgment unit 26 makes a judgment on the basis of the intersect time as to whether the activation of the vehicle attitude stabilizing control is necessary, that is, whether control intervention by the vehicle attitude stabilizing control should be carried out. More specifically, a judgment is made as to whether the intersect time is equal to or longer than predetermined time. If the intersect time is equal to or longer than the predetermined time, it is judged that safety is secured, that there is no need for control intervention, and that the vehicle attitude stabilizing control is unnecessary. To the contrary, if the intersect time is shorter than the predetermined time, it is judged that the vehicle attitude stabilizing control is necessary.

If it is judged by the activation necessity judgment unit 26 that the vehicle attitude stabilizing control is necessary, the vehicle attitude stabilizing control unit 21 conducts the vehicle attitude stabilizing control. If judged unnecessary, the vehicle attitude stabilizing control is not conducted.

(Recognition of the Travel-Path Defining Line)

The recognition of the travel-path defining line will be explained in details. FIG. 3 is a block diagram showing a configuration of a travel environment recognition system of the Embodiment 1. The travel environment recognition system 1 is provided with a stereo camera 310 comprising a pair of cameras 310 a and 310 b as an image-taking device, and recognizes environment around a vehicle. According to the Embodiment 1, the cameras are installed at the same distance from the center of the vehicle in a vehicle-width direction. It is possible to install three or more cameras. The description of the Embodiment 1 refers to a configuration in which images taken by the cameras are processed in the travel environment recognition system 1. Image processing or the like may be executed by another controller.

The travel environment recognition system 1 is configured to obtain distance to an object captured in an image on the basis a triangulation principle using difference in vision (hereinafter, referred to as “disparity”) which occurs when an image is taken by the plurality of cameras 310 a and 310 b. For example, a relational expression below is true, where Z denotes distance to the object; B denotes distance between the cameras; f denotes a focal length of the cameras; and δ is disparity.

Z=(B×f)/δ

The travel environment recognition system 1 includes a RAM 320 which stores images taken, a CPU 330 which executes computational processing, a data ROM 340 which stores data, and a program ROM 350 in which a recognition processing program is stored. The stereo camera 310 is fixed to a rearview mirror portion in a vehicle interior and configured to take the image of the view ahead of the ego vehicle at a predetermined depression angle at the fixed position. The image of the view ahead of the ego vehicle, which is taken by the stereo camera 310 (hereinafter, referred to as an “image taken”) is scanned into the RAM 320. The CPU 330 executes the recognition processing program stored in the program ROM 350 with respect to the image taken which is scanned into the RAM 320, to thereby detect a traffic lane and a three dimensional object ahead of the ego vehicle, and estimate a road configuration. A result of the estimation by the CPU 330 (computation result) is outputted to the data ROM 340 and/or ECU 10.

FIG. 4 is a flowchart showing image processing in the travel environment recognition system of the Embodiment 1.

Step 201 executes processing of inputting images taken by the camera 310 a situated on the left. Data of the images taken by the camera 310 a are inputted into the RAM 320.

Step 202 executes processing of inputting images taken by the camera 310 b situated on the right. Data of the images taken by the camera 310 b are inputted into the RAM 320.

In Step 203, the CPU 330 executes processing of calculating corresponding points captured in the images.

In Step 204, the CPU 330 executes processing of calculating distance to the calculated corresponding points. The distance calculation processing is carried out on the basis of the relational expression, Z=(B×f)/δ. Step 205 executes processing of outputting distance information.

In Step 206, the CPU 330 makes a judgment as to presence of an image input signal. If there is the image input signal, the routine returns to Step 201 and repeats the present flow. If there is no image input signal, the routine terminates the computation processing and enters a wait state.

(Recognition Processing on a Road with a Steep Slope)

The following description explains image processing in a case where outside zones located outside a road (such as both sides of the road on which the ego vehicle travels) are lower than a road surface. FIG. 5 is a diagrammatic illustration schematically showing a road embankment with steep slope areas. In this road embankment, a road is formed on an upper side portion of an embankment having a substantially trapezoidal cross-section. Between the road and the outside zone, a slope area is formed, and outside the slope area is a low area. Hereinafter, the road is also referred to as a “road surface”. FIG. 6 is an image schematically showing a screen image of the road embankment with steep slope areas, which is taken from the ego vehicle. In this image taken, the road edge which is the travel-path defining line and the outside areas (zones lower than the road surface) are in abutment with each other in the image taken. In the case of this road, the slope has an angle larger than the depression angle of the stereo camera 310 (slope is steep), so that a dead zone (portion which is not captured in an image) is created, and the slope area is not captured on a screen. As the result, the road edge and the low areas are in abutment with each other in the image taken. To solve this, a road zone and another zone indicating the low area are detected on the screen, and among boundaries between these zones on the screen, a road side is extracted as an actual road edge, to thereby achieve detection reflecting an actual road environment.

(Improvement of Accuracy in Image Processing)

If the road and the outside zones are visually completely homogenous, it is difficult to extract a certain place in the same zone in images taken by the two cameras. FIG. 7 is a diagrammatic illustration showing characteristic points captured in an image at the same time the image of an actual road is taken. As illustrated in FIG. 7, in many places on the actual road, there are visually characteristic points throughout the road including particles of asphalt concrete used to surface roads, road markings, joints and cracks in asphalt, tire marks left by traveling vehicles, and also tracks even in unsurfaced roads. In the zones lower than the road, characteristic points such as weeds are throughout the zone. In other words, there is a visual difference between the road surface provided with surfacing or land adjustment for the traveling of vehicles and the zones lower than the road surface, which are not provided with such treatment. A boundary portion between the road surface and the lower zone is highly likely to be visually characteristic.

Since there are many visually characteristic points on the road, the outside areas, and the boundaries therebetween, it is possible to make a comparison of these zones with one another within the images taken by the cameras 310 a and 310 b, calculate a direction and distance from the cameras 310 a and 310 b, and find a position of each characteristic point. This makes it possible to understand that an aggregate of the characteristic points on the road lies in substantially the same plane and that the characteristic points on the areas lower than the road are located on the outside zones.

(Overlay Processing)

Concerning a road surface configuration, a characteristic point on the screen, such as not only a road marking but a small crack and a tire mark on the road, is extracted from the images of the view ahead of the ego vehicle, which are taken by the stereo camera 310. On the basis of a position gap of the images taken by the two cameras on the screen, distance to the point is measured. On the other hand, characteristic points do not always evenly exist on the entire road surface. Even if they do exist, it is unsure whether the characteristic points can be detected all the time. Also in the zones lower than the road surface, the characteristic points are not necessarily detectable in every place of the zones. It is then required to further improve accuracy. To that end, the obtained distance data are accumulated in the data ROM 340 and overlaid on data obtained from the image taken with a subsequent or later timing.

FIG. 8 is a diagrammatic illustration showing the image-data overlay processing in the Embodiment 1. For example, a portion recognizable from the image previously taken is overlaid on a portion recognizable from the image taken this time. If there is a place about which distance information cannot be obtained from the image previously taken, it is possible to improve accuracy in detection of roads and environment by overlaying the distance information newly obtained from the image taken this time. As illustrated in FIG. 8, even if the ego vehicle is traveling, and the images obtained vary over time, a plurality of images are of the same zone if image-taking intervals are short because travel distance is short due to the vehicle speed. It is therefore only required to overlay the zones of the same zone on each other. Overlaying is not limited to two images. It is effective to overlay as many images as possible on one another.

If the images taken have different distance data with respect to a position recognized as the same place, priority may be given to newer data. The use of the newer data improves accuracy in recognition. An average of a plurality of data may also be used. This eliminates an effect of disturbance included in the data and the like, and stabilizes the recognition. It is also possible to extract data which does not much vary from other proximate data. This enables computation based on stable data and improvement in recognition accuracy. There are various methods of processing as described above. It is possible to combine the methods or employ any one of the methods.

(Road Edge Recognition Processing)

FIG. 9 is a pattern diagram showing a result of recognition obtained by taking an image of a road embankment, as viewed in a direction across the road. In this case, the slope area is steep and out of the camera view. The slope area is therefore not captured in the image taken. In the screen image, it looks as if the road area and the area lower than the road directly abut on each other. In fact, however, a point 601 of the road edge and a point 602 of the outside area, which are in abutment with each other on the screen, do not abut on each other but are actually slightly separated from each other as illustrated in FIG. 9. To output that the point of the road edge is the position of the point 602 is inaccurate, so that the point 601 is outputted as the point of the road edge.

Referring to FIG. 9, let us assume that the data of the position corresponding to the point 601 is not detected, and for example, a point 603 located further on the inner side of the road than the point 601 is detected to be an endmost point among points existing on the road surface. In this case, an area between the zone corresponding to the point 602 and the zone corresponding to the point 603 is a zone which is not captured in the image also on the screen. It is then unclear as to where in the area between the zones the road edge is located. At the same time, since the point 602 located in the area lower than the road surface is observable, it can be inferred that no road exists in a direction looking down at the point 602 from the stereo camera 310. It can be therefore inferred that the road edge exists at least in the zone between the point 603 and the point 601 which is not detected in this case. For this reason, the position located between the points 603 and 602 and closer to the road than the position corresponding to the boundary portion is outputted as the road edge.

(Road Edge Recognition Processing on a Road with a Moderate Slope)

FIG. 10 is a diagrammatic illustration schematically showing a road embankment with moderate slope areas. In this road embankment, a road is formed in an upper portion of an embankment having a substantially trapezoidal cross-section. Between the road and the outside zone, a slope area is formed, and outside the slope area is a low area. FIG. 11 is an image schematically showing a screen image of a road embankment with moderate slope areas, which is taken from the ego vehicle. In this image taken, the road edge and each of the slope areas are captured in the image so as to be in abutment with each other, and the slope areas and the outside area (zone lower than the road surface) are captured in the image so as to be in abutment with each other. In the case of this road, the slope has an angle smaller than the depression angle of the stereo camera 310 (slope is moderate), so that a dead zone (zone which is not captured in an image) is not created.

FIG. 12 is a pattern diagram showing a result of recognition obtained by taking an image of a road embankment with moderate slopes, as viewed in a direction across the road. In this case, the slope is moderate and captured in the image. In the screen image, it looks as if a road area and a slope area are in abutment with each other, and the slope area and an area lower than the road are in abutment with each other. What is important here is to recognize the road edge. There is no need to distinct the slope area and the low area from each other. Therefore, points which are not located at the same level as the road surface are considered to be located outside the road. As the result, a point 901 is recognized as the edge of the road zone, and a point 902 as a point located closest to the road within the outside zone. It can be then inferred that the actual road edge exists between the points 901 and 902.

(Improvement of Accuracy in Recognition of the Road Edge)

If the road and the outside area are connected to each other with a moderate inclination intervening therebetween, the inclined portion can be imaged by the stereo camera 310 to obtain the distance information thereof. This makes it possible to detect that the inclined portion is a slope area that is not suitable for a vehicle to pass along, and also consider that a boundary between the inclined area and the road area is a road boundary (namely, a road edge).

Even if the zone lower than the road is considerably low and therefore impossible to be detected, for example, as in a case where the road is formed along a precipitous cliff or where contrast between a road and a zone on the side of the road is weak, it is still possible to recognize that the lower zone is outside the road.

Although the detected road edge is expected to be the actual edge of the road, there actually is a gap due to a detection error. Because a road edge has a weak base structure, it is sometimes inappropriate to drive along the road edge. An effective way to cope with such possibilities is to output as a road edge a position located further on the inner side of the road than the detected road edge, as necessary. Contrary to the foregoing case, when the vehicle attitude stabilizing control system is used in combination as in the Embodiment 1, it is effective to output as a road edge a position located further on the outer side of the road than the road edge, as necessary, from the standpoint of prevention of excessive control or warning.

(Handling During Virtual-Image Photographing)

The following is a case where the presence of a zone lower than a road is extracted, and the zone is judged to be located outside the road. When there is a puddle of water in the road, and a virtual image reflected on the puddle is detected, the virtual image is seemingly located lower than the road surface, so that the puddle zone is likely to be incorrectly recognized as a zone lower than the road surface. The virtual image reflected on the puddle has characteristics different from those of a real image, and is therefore excluded in distinction from zones which are actually lower than the road surface. To be more specific, the characteristics are as listed below.

a) A virtual image is created by a distant object being reflected. Therefore, there is a road surface zone, which looks closer than apparent distance of the virtual image, at a point farther than a zone in which the virtual image exists on the screen.

b) Because a water surface is not completely flat, the virtual image is sometimes significantly distorted, which generates variation in distance of the puddle zone.

c) If the water surface is unstable, the apparent position of the virtual image varies with time.

d) It looks as if there is an object in a symmetrical position to an object on the road, across the road surface (water surface).

e) If the virtual image is of a traveling vehicle, the image moves despite that it is located in the zone lower than the road surface.

The virtual image has the foregoing characteristics which are highly unlikely to be seen with real images. Detection of the foregoing characteristics makes it possible to determine that the image is not a real image but a virtual one.

[Vehicle Attitude Stabilizing Control]

FIG. 13 is a flowchart showing processing for judging whether vehicle attitude stabilizing control is necessary, which is executed by the electronic control unit 10 of the Embodiment 1. While the vehicle is traveling, the processing is repeatedly executed, for example, with a computation period of approximately 10 milliseconds.

In Step S1, the vehicle attitude stabilizing control unit 21 reads in detection values including vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering angle, and steering torque, received from the vehicle motion detector 11.

In Step S2, the travel-path defining line recognition unit 22 recognizes a position of the travel-path defining line from the image of the view ahead of the ego vehicle, which is received from the travel environment recognition system 1.

In Step S3, the vehicle's current position recognition unit 23 recognizes the vehicle's current position which is the forward end of the vehicle as viewed in the traveling direction of the ego vehicle. The vehicle's current position recognition unit 23 also obtains a traveling-direction virtual line extending from the ego vehicle in the traveling direction.

In Step S4, the intersect time calculation unit 24 computes an intersect time, namely, a time period in which the ego vehicle travels at current speed from the vehicle's current position to an intersection of the traveling-direction virtual line and the travel-path defining line. The virtual travel-path defining line calculation unit 25 calculates a virtual travel-path defining line. The virtual travel-path defining line is a tangent of the travel-path defining line at a point close to a vehicle's estimated position. The vehicle's estimated position is, for example, an intersection of the traveling-direction virtual line and the travel-path defining line.

In Step S5, the activation necessity judgment unit 26 makes a judgment as to whether the intersect time is shorter than a predetermined time. If the intersect time is shorter than the predetermined time, the routine advances to Step S6. If the intersect time is equal to or longer than the predetermined time, the routine ends. This is because a feeling of strangeness is given to the driver if a control amount is provided before the driver actually drives along the travel-path defining line ahead of the vehicle when the intersect time is longer than the predetermined time.

In Step S6, the vehicle attitude stabilizing control unit 21 activates the electrically-assisted power steering 2 and/or the hydraulic brake unit 3 according to a yaw moment control amount, applies yaw moment and/or deceleration to the vehicle, and executes the vehicle attitude stabilizing control. The vehicle attitude stabilizing control unit 21 uses one or more of the detection values including the vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, steering angle, and steering torque, which are read in at Step S1, to execute the vehicle attitude stabilizing control.

(Details of the Vehicle Attitude Stabilizing Control)

Details of the vehicle attitude stabilizing control processing will be explained below. FIG. 14 is a pattern diagram showing the ego vehicle turning toward the travel-path defining line. FIG. 14 shows a state in which the ego vehicle turns in a direction toward the travel-path defining line while traveling on a straight roadway. A sign of a yaw rate dφ/dt of the ego vehicle is defined as positive when the vehicle is turning right, negative when the vehicle is turning left, and zero when the vehicle is parallel to the travel-path defining line. In view of relationship between the yaw rate dφ/dt and the formed angle θ in the situation illustrated in FIG. 14, the yaw rate dφ/dt changes into negative since the vehicle is turning left, and the formed angle θ into positive. The sign of the yaw rate dφ/dt and that of the formed angle θ disagree with each other.

FIG. 15 is a pattern diagram showing the ego vehicle traveling on a curved roadway and turning in a direction away from the travel-path defining line. In the situation illustrated in FIG. 15, since the travel path curves to the right, the traveling direction (traveling-direction virtual line) of the ego vehicle intersects with the travel-path defining line on the left. When the driver becomes aware of the curve and turns the steering wheel to the right, the formed angle θ changes into positive, whereas the sign of the yaw rate dφ/dt of the ego vehicle is positive because of the right turn, which agrees with the sign of the formed angle θ. The following description explains relationship between the agreement/disagreement of signs of the yaw rate dφ/dt and the formed angle θ and the control amount.

As illustrated in FIG. 14, for example, when the vehicle turns toward the travel-path defining line while traveling straight, the vehicle is hardly in a stable attitude. In this case, yaw moment should be applied in a direction away from the travel-path defining line. Even if the traveling-direction virtual line and the travel-path defining line intersect with each other on a curved roadway as illustrated in FIG. 15, it can be considered that the vehicle attitude is stable if the driver operates the steering wheel, and the turning direction of the ego vehicle is the same as the curved roadway.

It is therefore desired to impart a yaw moment control amount for making stable (stabilizing) the vehicle attitude upon consideration of the foregoing travel motions. Relationship between the yaw rate (dφ/dt) and vehicle speed V is expressed as follows:

(dφ/dt)=V/r

where r denotes a turning radius. Therefore, the following is true:

1/r=(dφ/dt)/V

where (1/r) is curvature. The curvature is a value indicative of a turning state of the vehicle, regardless of vehicle speed, and can be therefore handled in the same manner as the formed angle θ.

The evaluation function Ho(t) at a time t, which is obtained in light of the foregoing matters, is set as follows:

Ho(t)=A{(dφ/dt)/V}(t)−Bθ(t)

where A and B are constants.

The evaluation function Ho(t) represents the yaw moment control amount which should be imparted according to difference between the turning condition [A{(dφ/dt)/V}(t)] of the ego vehicle and the condition of the actual travel-path defining line. If the evaluation function Ho(t) indicates a large positive value while the vehicle is turning right, it is necessary to apply a left yaw moment. It is then required to apply a braking force to the left wheel or execute steering torque control which facilitates a left turn. If the evaluation function Ho(t) indicates a negative quantity with a large absolute value while the vehicle is turning left, it is necessary to apply a right yaw moment. It is therefore required to apply a braking force to the right wheel or execute steering torque control which facilitates a right turn.

Using the evaluation function Ho(t) eliminates a feeling of strangeness because the value of the evaluation function Ho(t) is small, and the yaw moment control amount to be imparted is also small when the driver drives along the travel-path defining line. If the driver drives toward the travel-path defining line, the value of the evaluation function Ho(t) is large, and the yaw moment control amount to be imparted is also large. This firmly secures the stability of the vehicle attitude.

As a comparative example to be compared with the invention according to the Embodiment 1, the following description explains a technology of calculating a target yaw rate by dividing the formed angle between a travel locus along the recognized travel-path defining line and the traveling-direction virtual line by an arrival time which is time that elapses before arrival to the travel-path defining line. As in the comparative example, if a value resulted from the division by the arrival time is used as the yaw moment control amount, the yaw rate is gradually corrected in the process where the vehicle approaches the travel-path defining line. This causes the problem that it takes time until a travel motion along the travel-path defining line is achieved.

According to the Embodiment 1, the yaw moment control amount is imparted according to the evaluation function Ho(t) based on difference between the curvature (1/r) indicative of a current turning state of the vehicle and the formed angle θ. For that reason, it is output such a control amount that the vehicle immediately becomes parallel to the travel-path defining line before the vehicle actually reaches the travel-path defining line, regardless of distance to the travel-path defining line (regardless of the intersect time). This enables highly safe control. Furthermore, since the control amount is computed using the relationship between the curvature and the formed angle θ, when control is not required as in a situation where the vehicle travels along the travel-path defining line, the vehicle attitude stabilizing control does not intervene even if the formed angle θ is created, so that the driver is not given a feeling of strangeness.

FIGS. 16 and 17 are flowcharts showing the vehicle attitude stabilizing control processing of the Embodiment 1. The flow relates to control processing executed by the vehicle attitude stabilizing control unit 21 when it is judged that the vehicle attitude stabilizing control is necessary in the step shown in FIG. 13, which judges the necessity of the vehicle attitude stabilizing control.

Step S101 computes the formed angle θ between the traveling direction of the ego vehicle and the travel-path defining line. More specifically, Step S101 obtains the formed angle between the traveling-direction virtual line and the virtual travel-path defining line, which are calculated in Steps S3 and S4 of FIG. 13.

Step S102 computes the yaw rate (dφ/dt) of the ego vehicle. The yaw rate may be a yaw rate sensor value detected by the vehicle motion detector 11. The yaw rate may be computed from vehicle speed or steering angle according to a vehicle motion model. There is no particular limitation.

Step S103 computes the evaluation function Ho(t) from the formed angle θ, the yaw rate (dφ/dt), and the vehicle speed V.

Step S104 makes a judgment as to whether the evaluation function Ho(t) is positive. If the evaluation function Ho(t) is positive, the routine proceeds to Step S105. If the evaluation function Ho(t) is zero or smaller, the routine advances to Step S108.

Step S105 makes a judgment as to whether the evaluation function Ho(t) is larger than a predetermined value δ indicative of a dead band which is set in advance, and if the evaluation function Ho(t) is larger, the routine proceeds to Step S106. If the evaluation function Ho(t) is smaller than the predetermined value δ, the routine advances to Step S107.

Step S106 sets the control amount H(t) at a value obtained by subtracting the predetermined value δ from the evaluation function Ho(t). FIG. 18 is a pattern diagram showing relationship between the evaluation function Ho(t) and the predetermined value δ. A value of excess of the evaluation function Ho(t) over the predetermined value δ is computed as the control amount H(t).

Step S107 sets the control amount H(t) at zero.

Step S108 makes a judgment as to whether a value obtained by multiplying the evaluation function Ho(t) by minus (the evaluation function Ho(t) is a negative quantity and turns into a positive value if being multiplied by minus) is larger than the predetermined value δ. If the value is larger, the routine moves to Step S109. If the value is smaller than the predetermined value δ, the routine proceeds to Step S110.

Step S109 sets the control amount H(t) at a value obtained by adding the predetermined value δ to the evaluation function Ho(t).

Step S110 sets the control amount H(t) at zero.

Step S110A makes a judgment as to whether the vehicle speed is equal to or higher than predetermined vehicle speed Vo. If the vehicle speed is equal to or higher than the predetermined vehicle speed Vo, it is judged that the yaw moment control using a brake braking torque is effective. The routine then advances to Step S111. If the vehicle speed V is lower than the predetermined vehicle speed Vo, it is judged that the yaw moment control by the steering rather than the brake is effective. The routine then moves to Step S121.

Step S111 makes a judgment as to whether the control amount H(t) is equal to or larger than zero. If the control amount H(t) is equal to or larger than zero, the routine proceeds to Step S112. If the control amount H(t) is negative, the routine proceeds to Step S113.

In Step S112, it can be judged that a right turn needs to be suppressed. A right-wheel base control amount TR is thus set at zero, and a left-wheel base control amount TL at H(t).

In Step S113, it can be judged that a left turn needs to be suppressed. The right-wheel base control amount is set at H(t), and the left-wheel base control amount TL at zero.

Step S114 calculates the braking torque with respect to each wheel according to the following relational expressions.

Front-right wheel braking torque TFR=TR×α

Rear-right wheel braking torque TRR=TR−TFR

Front-left wheel braking torque TFL=TL×α

Rear-left wheel braking torque TRL=TL−TFL

where α is a constant and a value that is set according to brake force distribution to the front and rear wheels.

Step S115 calculates a wheel-cylinder hydraulic pressure of each wheel according to the following relational expressions.

Front-right wheel cylinder hydraulic pressure PFR=K×TFR

Front-left wheel cylinder hydraulic pressure PFL=K×TFL

Rear-right wheel cylinder hydraulic pressure PRR=L×TRR

Rear-left wheel cylinder hydraulic pressure PRL=L×TRL

where K and L are constants and conversion constants for converting torque into hydraulic pressure.

Step S121 makes a judgment as to whether the vehicle is in a regular travel motion. If it is judged that the vehicle is in the regular travel motion, the routine proceeds to Step S122. In cases other than the foregoing state (post-collision state, spinning state, a state where the vehicle departs from the road surface), the present control flow is terminated.

Step S122 makes a judgment as to whether a hand is on the steering wheel. If it is judged that a hand is on the steering wheel, the routine advances to Step S125. If it is judged that no hand is on the steering wheel, the routine moves to Step S123. Whether a hand is on the steering wheel may be checked, for example, by analyzing inertia of the steering wheel on the basis of resonance frequency components of a torque sensor or by providing a touch sensor or the like to the steering wheel to judge if a hand is on the wheel.

Step S123 makes a judgment as to whether a no-hands-on-wheel time exceeds predetermined time. If the no-hands-on-wheel time exceeds the predetermined time, the routine moves to Step S128 where automatic control release is executed. If the no-hands-on-wheel time does not exceed the predetermined time, the routine advances to Step S124 where the no-hands-on-wheel time is incremented. The routine then moves to Step S125. If automatic steering is allowed while no hand is on the steering wheel, the driver might overly rely on the present control system and lose attention during driving.

Step S125 makes a judgment as to whether a state in which the steering torque is equal to or higher than a predetermined value continues for predetermined time. If such a state continues for the predetermined time, it is judged that the driver steers the vehicle with the intention, and the routine moves to Step S128 where the automatic control release is carried out. When the state in which the steering torque is equal to or larger than the predetermined value does not continue for the predetermined time, namely, when the steering torque is low or not continuously applied even if high, the routine proceeds to Step S126 where a high steering torque continuation timer is incremented.

Step S127 executes semi-automatic steering control. The semi-automatic steering control is control which carries out automatic steering according to the travel motion of the vehicle, regardless of the driver's intention, and switches the automatic steering control to regular steering assist control when the no-hands-on-wheel state is confirmed or a high steering torque is applied in a continuous manner. According to the automatic steering control, a target steering angle and the target yaw rate for achieving the control amount H(t) are set. Electric motor control switches from torque control for applying an assist torque to rotation angle control, and an activate command is outputted to the electric motor so as to turn the steering wheel up to the target steering angle according to target steering-wheel turning speed.

FIG. 19 is a schematic explanatory view showing relationship between braking forces applied to suppress the turning when the vehicle turns at predetermined or higher vehicle speed according to the Embodiment 1. When the control amount H(t) is positive and indicates the right turn state, it is required to apply the left yaw moment. When the control amount H(t) is negative and indicates the left turn state, it is required to apply the right yaw moment. The supply of the wheel-cylinder hydraulic pressure with respect to each wheel, which is calculated in Step S115, stabilizes the vehicle attitude and promptly applies the yaw moment which makes the vehicle parallel to the travel-path defining line.

FIG. 20 is a timeline chart of a situation where the vehicle attitude stabilizing control processing is executed on a straight roadway according to the Embodiment 1. FIG. 20 shows a situation where the vehicle turns left due to a disturbance, such as a crosswind, while traveling straight, and the formed angle is created in the left-side travel-path defining line.

At time t1, the left yaw rate dφ/dt is generated by crosswind, and simultaneously, the formed angle θ starts being created in the travel-path defining line on the left. The value of the evaluation function Ho(t) also starts changing. In this situation, because of the left turn state which increases the formed angle, the sign of the yaw rate dφ/dt and that of the formed angle θ disagree with each other. The evaluation function Ho(t) changes so that the absolute value is large on the negative side. The vehicle attitude stabilizing control is not executed until the absolute value becomes larger than the predetermined value δ. This suppresses an excessive control intervention and thus prevents the driver from having a feeling of strangeness.

At time t2, the evaluation function Ho(t) becomes equal to or larger than the predetermined value δ, and the control amount H(t) is calculated. Thereafter, the right-wheel base control amount TR is calculated, and the front right-wheel braking torque TFR and the rear right-wheel braking torque TRR are calculated. At this time, the front left-wheel braking torque TFL and the front left-wheel braking torque TRL are set at zero. The vehicle is thus applied with the right yaw moment and makes a turn so that the vehicle traveling direction (traveling-direction virtual line) is parallel to the direction of the travel-path defining line.

FIG. 21 is a timeline chart showing an active state of the vehicle attitude stabilizing control processing executed on a curved roadway at predetermined or higher vehicle speed according to the Embodiment 1. FIG. 21 shows a situation where the driver properly operates the steering wheel on the curved roadway and drives along the travel-path defining line.

At time t21, the travel-path defining line of the curved roadway appears ahead of the vehicle, and the formed angle θ starts being created between the travel-path defining line and the vehicle traveling direction (traveling-direction virtual line). At this point of time, the vehicle does not yet enter the curve, so that the driver does not operate the steering wheel, and the yaw rate dφ/dt is not generated. Although the evaluation function Ho(t) begins indicating negative quantities, these quantities are smaller than the predetermined value δ.

At time t22, the driver operates the steering wheel to drive along the curved roadway, the yaw rate dφ/dt then starts being generated in the vehicle. The sign of yaw rate dφ/dt agrees with that of the formed angle θ, and the absolute value of the evaluation function Ho(t) becomes small. If the vehicle travels along the travel-path defining line, the value of the evaluation function Ho(t) is substantially zero, and remains within a range of plus or minus δ. The vehicle attitude stabilizing control is therefore basically not executed. It is thus possible to avoid a feeling of strangeness which is created by unnecessary control intervention.

(Collision Control)

The following description explains collision control processing which is executed in a case where the travel-path defining line is formed of an obstacle such as a guardrail, and the ego vehicle collides with the obstacle. The collision control includes pre-collision control and post-collision control which are carried out in different manners. FIG. 22 is a flowchart showing contents of the collision control of the Embodiment 1. The collision control is executed in the vehicle attitude stabilizing control unit 21. The brake control executed during the collision control is omitted from the flowchart as it includes the same control contents as the brake control executed during the vehicle attitude stabilizing control, except that the brake control executed during the vehicle attitude stabilizing control uses a value obtained by multiplying the control amount H(t) by a gain larger than 1.

Step S301 makes a judgment as to whether there has been a collision judgment. If there has been the collision judgment, the routine moves to Step S303. If there has not been a collision judgment, the routine moves to Step S302. The collision judgment determines whether the vehicle is in a pre-collision state and in a state where it is difficult to avoid the collision, from the intersect time and a measure of the formed angle θ at the current moment.

In Step S302, the collision judgment is not made, so that the vehicle attitude stabilizing control processing is executed.

Step S303 makes a judgment as to whether there is a post-collision judgment. If there is the post-collision judgment, the routine advances to Step S307. If there is not the post-collision judgment, that is, before collision, the routine proceeds to Step S304. The post-collision judgment determines whether the vehicle is in a state immediately before collision and in a state where, even if the driver takes any steering operation or brake operation, the vehicle collides with the travel-path defining line such as a guardrail substantially in the current travel state. The Embodiment 1 starts the post-collision control before the collision actually occurs, in order to regulate the motion of the vehicle immediately after the collision. As the result, the collision judgment in the case where the collision of the vehicle actually occurs is made during an after-mentioned post-collision control.

Step S304 makes a judgment as to whether the control amount H(t) is equal to or larger than zero. If the control amount H(t) is equal to or larger than zero, the routine advances to Step S306. If the control amount H(t) is a negative quantity, the routine moves to Step S305.

Step S305 reduces left steering assist torque and increases right steering assist torque. This makes it easy for the driver to steer the vehicle to the right.

Step S306 reduces right steering assist torque and increases left steering assist torque. This makes it easy for the driver to steer the vehicle to the left. In addition to the steering control of Steps S305 and S306, another control is executed, which multiplies the control amount H(t) by a gain larger than 1 to increase an absolute value of the yaw moment control amount generated by braking.

Step S307 conducts the automatic steering control. More specifically, the target steering angle and target yaw rate for achieving the control amount H(t) are set, and the control of the electric motor switches from the torque control for applying the assist torque to the rotation angle control. The activate command is outputted to the electric motor so as to turn the steering wheel up to the target steering angle according to the target turning speed. There is a case where the travel-path defining line cannot be recognized immediately after a collision, and the calculation of the control amount H(t) is delayed. To solve this, the traveling-direction virtual line of the post-collision state is estimated before the collision occurs, and the post-collision control is accomplished with a higher responsiveness. Although Step S304 judges whether the control amount H(t) is equal to or larger than zero, and conducts the assist torque control of Steps S306 and S305, the assist torque control of Steps S306 and 305 may be conducted when the control amount H(t) exceeds plus or minus 6 as with the case of the rotation angle control shown in FIGS. 16 and 17.

[Pre-Collision Control]

If it is impossible to avoid a collision, and the collision has not yet occurred, both the brake control and the steering control are executed. The brake control multiplies the control amount H(t) by a gain larger than 1 to increase the absolute value of the yaw moment control amount generated by braking. The steering control changes the right and left assist torque gains according to the sign of the control amount H(t). For example, if the right yaw moment is applied by the brake control, the right steering assist torque is increased, and the left steering assist torque is reduced. This facilitates the steering to the right. If the left yaw moment is applied by the brake control, the left steering assist torque is increased, and the right steering assist torque is reduced. This facilitates the steering to the left.

[Post-Collision Control]

After the collision, both the brake control and the steering control are conducted according to the control amount H(t). The brake control multiplies the control amount H(t) by a gain larger than 1, as with before the collision, to increase the absolute value of the yaw moment control amount generated by braking. As the steering control, the automatic steering (rotation angle control) which carries out forced steering according to the sign of the control amount H(t) is conducted.

In view of the accident cases which have previously been reported, there are many cases in which a vehicle collides with a guardrail or the like and swerves by the impact of the collision toward the travel-path defining line on the opposite side to the travel-path defining line against which the vehicle collide. Such a case incurs not only a single-vehicle accident where the vehicle simply collides with the guardrail but also a multiple-vehicle accident which involves a following vehicle or an oncoming vehicle travelling on the opposite lane. In this light, if the vehicle collides with the guardrail or the like, it is preferable to maintain the vehicle parallel to the guardrail with which the vehicle has collided, in order to safely stop the vehicle and avoid the multiple-vehicle accident at the same time.

However, when the yaw rate and the lateral acceleration wildly fluctuate as in a situation immediately after a collision, it is difficult to precisely recognize relationship between the traveling-direction virtual line and the travel-path defining line, and it is also difficult for an average driver to properly operate the steering wheel. After the collision, therefore, the steering angle is controlled through steering control so that the vehicle is forced to become parallel to the travel-path defining line. The stereo camera 310 of the Embodiment 1 is installed in the interior of the vehicle and therefore unlikely to get broken by initial collision. Thus, the system with the stereo camera 310 continues to be able to be controlled after the collision. This is an advantage over other systems with a millimeter-wave radar or the like.

FIG. 23 is a flowchart showing contents of the automatic steering control processing which is executed during the collision control of the Embodiment 1. This control flow is carried out when Step S303 judges that there is a post-collision judgment. The control flow is performed when the vehicle is in a state immediately before a collision and is about to collide with the travel-path defining line, such as a guardrail, substantially in a current travel state.

Step S401 calculates the traveling-direction virtual line of the post-collision state from the travel state immediately before the collision. For example, as shown in the schematic explanatory illustration of FIG. 23, if the vehicle collides against a guardrail at the formed angle θ, the vehicle caroms off the guardrail at the same angle. Step S401 estimates the traveling-direction virtual line after the vehicle caroms off the guardrail.

Step S402 computes the control amount H1(t) of the post-collision state. It is envisaged that the travel-path defining line goes out of the view of the stereo camera 310 immediately after the collision, and it is likely to take time before computing a first control amount H(t), which deteriorates responsiveness. To solve this, the control amount H1(t) which makes the vehicle parallel to the travel-path defining line against which the vehicle has collided is previously computed using the formed angle θ between the traveling-direction virtual line of the post-collision state, which has been estimated at Step S401, and the travel-path defining line.

In Step S403, the electrically-assisted power steering 2 is subjected to angle control so that the turning angle is zero, that is, the steering angle is at a neutral position. Before the collision, the vehicle is steered in a direction moving away from the travel-path defining line to avoid the collision. After the vehicle is caromed by the impact of collision, however, it is necessary to steer the vehicle in a direction approaching the travel-path defining line. This is for previously securing the neutral position and conducting the highly responsive automatic steering control after the collision.

Step S404 makes a judgment as to whether the collision has actually occurred. If it is judged that the collision has actually occurred, the routine advances to Step S405. Steps S401 and S402 are repeated until the collision occurs. As to whether the collision has occurred, for example, it is possible to judge whether the collision has already occurred from a sudden change in the longitudinal acceleration detected by the vehicle motion detector 11. It is also possible to judge that the collision has occurred on the basis of an airbag activation signal or the like which is installed in the vehicle. There is no particular limitation.

Step S405 makes a judgment as to whether the control amount H(t) of the post-collision state has been calculated. If the control amount H(t) has not been computed, the routine moves to Step S406, and the automatic steering control is carried out using the control amount H1(t) which has previously been computed in Step S402. If the control amount H(t) after the collision has been calculated, the routine proceeds to Step S407 where the automatic steering control using the control amount H(t) is carried out. As described above, Steps S406 and S407 also execute control which multiplies the control amounts H1(t) and H(t) by a gain larger than 1 to increase the absolute value of the yaw moment control amount generated by braking. Control for post-collision vehicle attitude stabilization can be begun immediately before the collision, and the yaw moment control can be quickly begun even after the collision.

Concerning the calculation of the control amount H(t) after the collision, if the ego vehicle is caromed in a large way by the impact of collision, it takes time before the stereo camera 310 recognizes the travel-path defining line against which the vehicle has collided. Meanwhile, the yaw rate detected by the vehicle motion detector 11 is used to integrate the yaw rates after the collision to estimate the formed angle.

(Positioning and Technical Purposes of the Controls)

FIG. 24 is a map showing relative positions of the collision control and vehicle attitude stabilizing control of the Embodiment 1 and conventional lane keeping control. A horizontal axis indicates the intersect time, and the vertical axis the formed angle θ. A control limit line represents, for example, a limitation associated with a recognition limit of the stereo camera, a limitation associated with the fact that the driver is given a feeling of strangeness, in spite of a sufficient intersect time, when the yaw moment control amount required to solve the formed angle θ is imparted, and a limitation associated with the fact that the yaw moment cannot be achieved within the intersect time even if the maximum yaw moment control amount is imparted. The lane keeping control explained here means control which applies the yaw moment according to the intersect time with the travel-path defining line and the formed angle θ to suppress departure from the travel-path defining line.

As illustrated in FIG. 24, the conventional lane keeping control, for example, imparts a control amount applicable in an area where the formed angle θ rises up to approximately 5 degrees. This makes it possible to prevent or suppress lane departure without giving a feeling of strangeness to the driver. If a large control amount required in areas other than the lane keeping control area is outputted, the driver might be given a feeling of strangeness. Therefore, for example, only warning is applied.

If the travel-path defining line is a traffic lane, and the vehicle merely crosses the lane as the result of negligent driving, that does not directly incur an accident or the like. It is then only required to conduct the lane keeping control which previously imparts a small yaw moment control amount. If the travel-path defining line is not a traffic lane but an obstacle, such as a guardrail and a sound abatement shield, or if there is a steep slope outside the road, the securing of safety is more important than the prevention of feeling of strangeness. According to the Embodiment 1, in an area where the formed angle θ exceeds the lane keeping control area, so that a large yaw moment control amount is required to be imparted, a vehicle attitude stabilizing control area is set, and a relatively large yaw moment control amount is imparted at an early stage, regardless of the intersect time.

In an area where the intersect time is shorter or the formed angle θ is larger, as compared to the vehicle attitude stabilizing control area, the avoidance of collision is considered to be difficult. In such a case, a braking torque and a cornering force are created using a control amount which is much larger than the control amount imparted during the vehicle attitude stabilizing control, for example, up to the vicinity of a performance limit of friction circle of a tire. After the collision, the steering control is executed to make the vehicle parallel to the travel-path defining line in a forced manner to some degree in light of avoidance of a multiple-vehicle accident, which further secures safety.

As described above, the Embodiment 1 provides the operation and advantages listed below.

(1) The vehicle control system includes the travel-path defining line recognition unit 22 (travel-path defining line recognition unit) configured to recognize the travel-path defining line of the travel path from information about an area in the traveling direction of the ego vehicle;

the vehicle's current position recognition unit 23 (traveling-direction virtual line recognition unit) configured to recognize the traveling-direction virtual line extending from the ego vehicle in the traveling direction;

Steps S301 and S303 (collision judgment unit) configured to make a judgment as to whether the ego vehicle has collided with the travel-path defining line; and

the collision control flow (collision control unit) configured to impart the control amount H(t) (yaw moment control amount) so that the formed angle θ between the traveling-direction virtual line and the travel-path defining line decreases after the ego vehicle collides with the travel-path defining line.

After the collision, even if the vehicle attitude is likely to be unstable, it is possible to output the control amount which quickly makes the vehicle parallel to the travel-path defining line, which enables highly safe control.

(2) Step S401 (collision control unit) estimates the traveling-direction virtual line of the post-collision state, and calculates the control amount H1(t) on the basis of the traveling-direction virtual line estimated in Step S402, before the collision.

For example, even if the vehicle collides with and caroms off a guardrail, and the travel-path defining line cannot be recognized, the yaw moment control amount can be imparted according to the control amount H1(t) estimated before the collision. This enables highly safe control.

(3) Step S404 (collision judgment unit) makes a judgment as to whether a collision has occurred, on the basis of change amount of longitudinal acceleration of the vehicle.

This makes it possible to accurately detect a time point when the collision has actually occurred, and properly achieve the switching of controls before and after the collision, and the like.

(4) Step S403 (collision control unit) estimates the traveling-direction virtual line of the post-collision state before the collision, and starts controlling the turning angle before the collision on the basis of the estimated traveling-direction virtual line.

More specifically, because of the control which returns the steering angle to the neutral position before the collision or previously applies some countersteer before the collision, for achieving the yaw moment control amount required after the collision highly responsively, it is possible to output such a control amount that the vehicle more quickly becomes parallel to the travel-path defining line of the post-collision state.

(5) Steps S405, S406 and S407 (collision control unit) impart the yaw moment control amount, regardless of the steering operation of the driver.

When the yaw rate and the lateral acceleration wildly fluctuate as in a situation immediately after a collision, it is difficult to precisely recognize the relationship between the traveling-direction virtual line and the travel-path defining line, and it is also difficult for an average driver to properly operate the steering wheel. After the collision, therefore, the steering angle is controlled by the steering control so that the vehicle is forced to become parallel to the travel-path defining line, which ensures higher safety.

(6) There is provided the vehicle motion detector 11 (yaw rate detection unit) configured to detect the yaw rate of the vehicle; and

Step S405 (collision control unit) calculates the formed angle θ of the post-collision state on the basis of an integrated value of the detected yaw rate, and imparts the yaw moment control amount.

If the ego vehicle is caromed in a large way by the impact of collision, it takes time before the stereo camera 310 recognizes the travel-path defining line against which the vehicle has collided. The calculation of the control amount thus tends to be delayed. However, since the formed angle θ is calculated on the basis of the yaw rate, the control amount H(t) can be quickly calculated.

(7) There is provided the electrically-assisted power steering 2 (steering actuator) configured to control the steering torque applied by the driver; and

Steps S305 and S306 (collision control unit) differentiate the steering torque between the right and the left steering so that the formed angle θ decreases before the collision.

This makes it possible to guide the vehicle into the steering state where the vehicle becomes further parallel to the travel-path defining line while allowing the driver to steer the vehicle, and secure safety without giving a feeling of strangeness to the driver. To carry out the automatic steering (S307), the electrically-assisted power steering 2 is switched from the torque control to the rotation angle control to achieve the turning angle and yaw rate as desired.

The Embodiment 1 is provided with the electrically-assisted power steering 2. If the vehicle is installed with a steer-by-wire system, however, automatic control can be carried out on a turning actuator side, regardless of the steering operation of the driver. It is also possible to conduct control of a reaction motor to guide the formation of a necessary steering angle. There is no particular limitation.

(8) Steps S405 to S407 (collision control unit) automatically control the electrically-assisted power steering (steering actuator) so that the formed angle θ decreases after the collision.

When the yaw rate and the lateral acceleration wildly fluctuate as in a situation immediately after a collision, it is difficult to precisely recognize the relationship between the traveling-direction virtual line and the travel-path defining line, and it is also difficult for an average driver to properly operate the steering wheel. After the collision, therefore, the steering angle is controlled through the steering control (rotation angle control) so that the vehicle is forced to become parallel to the travel-path defining line, which ensures higher safety.

(9) The collision control further imparts the yaw moment control amount by executing the brake control which applies the braking torque to the wheels.

This makes it possible to impart the yaw moment control amount to the vehicle simultaneously with deceleration and thus improve safety.

(10) There is provided the electrically-assisted power steering 2 (turning actuator) configured to control the turning angle of a steered wheel; and before the collision, the collision control controls the steered wheel to such a turning angle that the yaw moment control amount required after the collision is easily outputted.

To be more specific, because of the control which returns the steering angle to the neutral position before the collision or previously applies some countersteer before the collision, for achieving the yaw moment control amount required after the collision highly responsively, it is possible to output such a control amount that the vehicle more quickly becomes parallel to the travel-path defining line even after the collision.

(11) The travel-path defining line recognition unit 22 is the stereo camera configured to measure distance by using the disparity generated when the plurality of cameras 310 a and 310 b take an image of the same object.

This makes it possible to stereoscopically grasp the distance ahead of the vehicle and an obstacle located ahead of the vehicle, and set a control gain which differs between an obstacle, such as a guardrail, and a white line. In this case, the gain is set larger if there is the possibility of a collision against the obstacle, so that highly safe control can be achieved.

(12) The collision control unit imparts the yaw moment control amount according to an intersection angle which is difference between the formed angle between the traveling-direction virtual line and the travel-path defining line, and the curvature according to the turning radius of the ego vehicle.

This makes it possible to output such a control amount that the vehicle quickly becomes parallel to the travel-path defining line before the vehicle actually reaches the travel-path defining line, regardless of distance from the ego vehicle to the travel-path defining line, so that highly safe control can be achieved. Furthermore, the control amount is computed using the relationship between the curvature and the formed angle θ. Therefore, when control is unnecessary as in a situation where the vehicle travels along the travel-path defining line, the collision control does not intervene even if the formed angle θ is generated. The driver is therefore not given a feeling of strangeness.

(13) There is provided a steering actuator 2 configured to control the steering torque applied by the driver. The collision control units S305 and S306, before the collision, differentiate the steering torque between the right and the left steering so that the formed angle decreases, and impart the yaw moment control amount so that the formed angle decreases by executing the brake control which applies the braking torque to the wheels.

This makes it possible to guide the vehicle into such a steering state that the vehicle becomes parallel to the travel-path defining line while allowing the steering operation of the driver, and ensure safety without giving the feeling of strangeness to the driver. It is also possible to impart the yaw moment control amount to the vehicle along with deceleration, which improves safety.

(14) There is provided the steering actuator 2 configured to control the steering torque applied by the driver. The collision control units S405 to S407, after the collision, automatically control the steering actuator so that the formed angle decreases, and impart the yaw moment control amount so that the formed angle decreases by executing the brake control which applies the braking torque to the wheels.

After the collision, the steering angle is controlled so that the vehicle is forcibly made parallel to the travel-path defining line through the steering control (rotation angle control), so that higher safety can be secured. At the same time, the yaw moment control amount can be applied to the vehicle along with deceleration, which improves safety.

The above-described embodiment makes it possible to output such a control amount that the vehicle becomes parallel to the travel-path defining line of the post-collision state even if the vehicle attitude is likely to be unstable, and achieve highly safe control.

The foregoing description merely explains several embodiments of the invention. Those skilled in the art could easily understand that the embodiments described above may be changed or modified in various ways without substantially deviating from new teachings and advantages of the invention. Therefore, it is intended to include within the technological scope of the invention all aspects added with such changes or modifications.

The present patent application claims priority to Japanese Patent Application No. 2013-116320 filed on May 31, 2013. The entire disclosure of Japanese Patent Application No. 2013-116320 filed on May 31, 2013 including description, claims, drawings and abstract is incorporated herein by reference in its entirety.

The entire disclosure of Japanese Unexamined Patent Application Publication No. 2012-84038 (Patent Document 1) including description, claims, drawings and abstract is incorporated herein by reference in its entirety.

REFERENCE SIGNS LIST

-   1 travel environment recognition system -   2 electrically-assisted power steering -   3 hydraulic brake unit -   4 brake booster -   5 steering wheel -   10 electronic control unit -   11 vehicle motion detector -   20 departure-tendency calculating unit -   21 vehicle attitude stabilizing control unit -   22 travel-path defining line recognition unit -   24 intersect time calculation unit -   25 virtual travel-path defining line calculation unit -   26 activation necessity judgment unit -   310 stereo camera 

1.-14. (canceled)
 15. A vehicle control system comprising: a travel-path defining line recognition unit configured to recognize an obstacle corresponding to a travel-path defining line of a travel path from information about an area in a traveling direction of an ego vehicle; traveling-direction virtual line recognition unit configured to recognize a traveling-direction virtual line extending from the ego vehicle in the traveling direction; a collision judgment unit configured to make a judgment as to whether the ego vehicle has collided with the obstacle; and a collision control unit configured to estimate the traveling-direction virtual line of a post-collision state before a collision, and impart a yaw moment control amount on the basis of the estimated traveling-direction virtual line so that a formed angle between the traveling-direction virtual line and the obstacle decreases after the ego vehicle collides with the obstacle.
 16. The vehicle control system of claim 15, wherein: the collision judgment unit is configured to make a judgment as to whether a collision has occurred, on the basis of change amount of longitudinal acceleration of the vehicle.
 17. The vehicle control system of claim 15, wherein: the collision control unit is configured to estimate the traveling-direction virtual line of the post-collision state before the collision, and start controlling the turning angle before the collision on the basis of the estimated traveling-direction virtual line.
 18. The vehicle control system of claim 15, wherein: the collision control unit is configured to impart the yaw moment control amount, regardless of a steering operation of a driver.
 19. The vehicle control system of claim 15, comprising: a yaw rate detection unit configured to detect a yaw rate of the vehicle, wherein: the collision control unit is configured to calculate the formed angle of the post-collision state on the basis of an integrated value of the detected yaw rate, and impart the yaw moment control amount.
 20. The vehicle control system of claim 15, comprising: a steering actuator configured to control a steering torque applied by a driver, wherein: the collision control is configured to differentiate the steering torque between right and the left steering before the collision so that the formed angle decreases.
 21. The vehicle control system of claim 20, wherein: the collision control unit is configured to automatically control the steering actuator after the collision so that the formed angle decreases.
 22. The vehicle control system of claim 15, wherein: the collision control unit is configured to impart the yaw moment control amount by executing brake control which applies a braking torque to wheels.
 23. The vehicle control system of claim 15, comprising: a turning actuator configured to control a turning angle of a steered wheel, wherein: the collision control unit, before the collision, is configured to estimate the traveling-direction virtual line of the post-collision state, impart the yaw moment control amount so that the formed angle between the traveling-direction virtual line and the obstacle decreases on the basis of the estimated traveling-direction virtual line after the ego vehicle collides with the obstacle, and before the collision, control the steered wheel to a turning angle formed in a direction returning the steered wheel to a neutral direction where the yaw moment control amount required after the collision is easily outputted.
 24. The vehicle control system of claim 15, wherein: the travel-path defining line recognition unit is a stereo camera configured to measure distance by using disparity generated when a plurality of cameras take an image of the same object.
 25. The vehicle control system of claim 15, wherein: when time to an intersection point of the obstacle and the traveling-direction virtual line is shorter than predetermined time, the collision control unit is configured to impart the yaw moment control amount based on an evaluation function using the formed angle between the traveling-direction virtual line and the obstacle, and a curvature according to a turning radius of the ego vehicle.
 26. The vehicle control system of claim 15, comprising: a steering actuator configured to control a steering torque applied by a driver, wherein: the collision control unit, before the collision, is configured to differentiate the steering torque between right and the left steering so that the formed angle decreases, and impart the yaw moment control amount so that the formed angle decreases by executing brake control which applies a braking torque to wheels.
 27. The vehicle control system of claim 15, comprising: a steering actuator configured to control a steering torque applied by a driver, wherein: the collision control unit, after the collision, is configured to automatically control the steering actuator so that the formed angle decreases, and impart the yaw moment control amount so that the formed angle decreases by executing brake control which applies a braking torque to wheels. 